Automobile transmission mechanism.



W'. E.`HAUPT.

AuToMoB|LE TRANsNussroN MEcHANlsM.

APPLICATION FILED MAR. 25. |914. g Patented June 26, 1917.

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W/TNESSES (2) @uU/Ul tav( j /w A TTORNEY W. E. HAUPT.

AUTOMGBILE TRANSMISSION MECHANISM.

APPLICATION msn MAR. 25. 1914.

Patented June 26, 1917.

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ATTORNEY 'i1-.ED s'rArEs PATENT @Enron WILLIAM E. HAUP'r, or PHILADELPHIA, ',PENNsYLvANIA.

AUToMoBiLE/TRANsMissIoN MECHANISM.

Specication of Letters Patent.

Patented rune 2e, 1917.

Application led March 25, 1914. Serial No. 827,055.

T0 all whom it may concern:

' Be it known that I, WIILIA'M a citizen of the United States, residin'gat Philadelphia, in the. county of Philadelphia' and State of Pennsylvania, have invented a certain new and useful Automobile' Transmission Mechanism, of which the following is a specification.

My invention relates particularlyv to me.-

chanical movementsby which a motor or other source of power is connected to its work through relatively heavy clutch ymembersvusually of the friction type, and gear changing mechanisms. Since it will find its greatest extent of use in automobile con-A structions I have illustrated it in this connection, recognizing, however, that its usefulness will not be confinedto this iield of use.

The purpose of my invention is ,to automatically disconnect the Igear changing mechanism from the relatively heavy driven clutch member, shafting, universal joints, e'tc. during the shifting of the gears, so as to relieve the gearing of the strain caused by the inertia due to these parts, reducing the noise and jar and the time required forthe change.

A further purpose -of my inventlon 1s to interpose an overrunnin'g clutch, between the motor or engine clutch and the gear chang- .p

ing mechanism and, preferably, to increase the braking eiiect upon the driven motor clutch member and adjoining shafting sothat when the motor orengine clutch is disconnected the parts will come to almost an immediate stop. f

A further purpose of my invention is to provide a clutch brake for use in connection with friction-clutch operating levers and gear changing mechanism which shall be efective to bring the driven clutch member and associated parts to a quick stop when the clutch is disconnected (i. e., effective to stop rotation in the same direction as the engine) and, preferably, to permit free movement of thedriven clutch member and associated. parts in the opposite direction.

A further purpose of'my invention is toy provide convenient and eiective means, in connection "with` gearchanging mechanism and operated. separately or in conjunction with other operations,- for positively locking the overrunning clutch', z'. e., making it drive ineitherdirection, and alt-,the same time preferably either reducing'the clutch braklimit this feature to any predetermined gearchanging combinations if desired and deing effect or rendering the clutch brakewholly inoperative.- Atthe same time I may sire not to be limited to purely' mechanical means for this.

A further purpose of"my"inyention'is to allow free shifting of gears under all conditions, regardless of the clutch weight, car speed or any dragv or sticking of the clutch such as might arise through bad design, lack of lubrication or need of repair.

. A further purpose of my invention is to provide for coasting ahead'when driving ahead, or for coasting backward when driving backward,'whi1e preventing movements in the reverse directions.

A further purpose of my invention is to either allow 'the car to automatically coast when in .gear with the motor on any gear ratio desired, or all of them as desired, or to use the motor as brake but only on the lower gears where it is ei'ective and automatically preventing theuse ofthe motor as a brake on the. highergears where it is not only practically useless but also detri- :speed relatively with respect to the motor when going over rough road.

A further purpose of, `m invention is to prevent loss of car spec( by preventing braking of the car either by the motor or by the clutch lbrake or drag during gearv changing, correspondingly reducing the wear upon the clutch, brake and trunnion l( parts.

" A further purposeofmylinvention to.

prevent wear of the clutch throw-out trun-l nion while the clutch is held out vand the car is running with 'the gear in'mesh. 'f A further purpose of my invention isfto loo ' structure shown in-Fig. 1.

make the present interlocking system between the clutch lever and the gear shifting lever of greater value.

l have preferred to illustrate my inven tion by two forms thereof which are practical, eliicient and relatively inexpensive and which ,at the same time well illustate the principles of my invention, recognizing, however, that these are illustrative only and in no sense definite of the many forms in which the advantagel of my invention might be secured. v

Figure 1 is a side elevation, partly in A.

4 longitudinal section, of the motors and connections therefrom through thegear changing mechanism 1n an automobile embodying myl invention. v v Figs.v 2, 3 and 4 are sections taken on lines 2 2, 3 3 and 4 4 respectively, of Fig. 1, lookin-gA in the direction of the arrows. v f

fFig.' 5. is a broken longitudinal section showing a modiication of a portion of the Fig. Gis a. V4broken elevation, partly in longitudinal section, similar to Flg. 1 and of a second form of my invention.

' Fig. 7 is a top4 plan view of the structure seen in Fig. 6.

l Fig. 8 is a section taken upon line 8 8 of Fig. 6 looking in the direc-tion ofthe arrows. v

In the illustration the lmotors 10 10 are connected with the speed changing gearing 11 through the normal friction clutch having driving member 12 and driven meinber 13 'rotating in the direction shown by the point andtail of the arrows.

I have selected the motor, clutch and gear changing mechanism shown as conventional types.' With those inventions per se l have' had no part and my description of these members here given is merely for .the pur- 'pose of describing one form capable of use as required by the statute. V y

The friction clutch normally acts somewhat as a Hy wheel because of the necessary weight of the parts. This is true` as to both of the elements 12 and 13. ln changing gearing' this. action of the part 13 is detrimental.'l f

,l have endeavored to eliminate this ily wheeleiect of the driven member 13 and the inertia` of theconnecting shafting between it and the gear box-from the ordinary problems ofispeed changing, so that as little mass is connected with the gear changing mechanism as possible on 4the motor side of the gear changing mechanism. After the clutch is disconnected the driven gears of thel gear changing mechan1sm,which continue to be lrotated by reason lof the continued move-4 jment ofthe car will gradually reduce in speed and `will carry 'the rest of the speed changing mechanism with them, unless` and Leccese u'ni'illth're4 gearing k.has been disconnected .p preparatory to'malring the new gear combination.

ln prior constructions,what l will call v the clutch, the clutch brake is given a. duty for which it was neverintended nor designed, slowing down or stopping the entire car; and the drag of the clutch brake binds the movable gear so tightly upon its shaft that it is hard to slide this' gear out cf mesh. The wear upon the clutch brake 1s very great under these circumstances and gear shafting requires excessive effort.

The coasting ofthe vehicle or driven machinery causes the gearing to continue to rotate at the decreasing speed referred to.

Theclutch bra-ke normally. applied in existing systems at the same time that the en ne A clutch is disconnected, slows down al of the connected mechanism and would ultimately stop it. When the driving gearing. 1s dlsconnected from the driven gearing-the brake slows down the driven clutch memy ber, shaft and driving gearing only and the driving gearing, as it slows down, passes through lthe exact speed at which connection should be made to gear up the gear shifting mechanism to a higher gear ratio; and it is possible for an expert to gage the speeds so nicely as t'o enter the'new gear ratio at just the correct time and so shiftinto higher gear from a lower gear substan tially without noise or jar. In so far asr my invention affects shifting from a lower into a higher. gear, it is intended to enable the Y novice to shift the gears' with asmuch ease and safety as an expert.

ShiftingK to a lower gear"A now requires that the driven clutch member, shaft and driving gearing bespeeded up with respect to the driven gearing, directly contrary tol the normal operation above. For this reason there is no correct time nor point at which this shift can be made/without strain even by an expert. I aim to-simpliiy this by separating the driven clutch and shaft from the driving gear parts which must be speeded up, greatlyreducing the inertia of the parts to be slowed down or speeded up- The member 13 is shown as pressed into normal contact with the female clutch member 12 by sprlng 14l pressing against the lmember at one end and at the opposite'e'nd pressing against a plate-15 secured to the l member 1.2 by shaft 16.

. grooved at 19 to receive the yoke 20, by

which the driven clutch member 13 is disengaged from the drivin clutch member'12. This disengagement is e ected as in normal clutchv release by a'lever21.

The gear changing mechanism illustrated may also be of any well known type. v I have selected a common form which comprises a gear 22 coaxial with the clutchl shaft and meshing witha gear 23l uponA a vcountershaft 24 carrying gears 25, 26 and 27 to mesh`respectively withgeag 28 .and 29,'coaxial`with gear 24 but rotatable with respect to it, and 30 upon a second countershaft' and constantly in mesh with gear 27 for reversal of driving direction. The ear 22 is rigidly mounted upon a driving s aft 31 and, for high gear, is engaged by internally toothed gear 28 upon driven shaft 32; Thegears 28- and 29 are shifted along the squared part 33 of shaft 32 by any suitable yokes Iitting within the annular recesses shown. The intermediate speed is obtained by shift ing gear 29 into engagement with gear 25 so that the driving takes place through gears 22, 23, 25 and 28. The' low gear drives through gears 22, 23, I26 and 29.

The clutch release lever 21 performs braking functions, as is true of existing forms,

but 4I provide for quicker and strongerbra'k-'- ing action than is required and used with present forms and prefer to4 have the brake effective against one direction of rotation of the/shaft only. I show different arrangements for securing this result in Figs.. 1 and 6.

In Fig. 1 (see also Fig. 3) I utilize a band brake 34 supported at .one end from any relatively xed partby pin 35 and forced upwardly at the other end by spring when the brake is to be applied.- Aswill be seen, this brake is effective against movement of the braking drum 37 in the direction of the arrow (Fig. 3) only and will tendto release with movement in the opposite direction.

The spring 14 is 'so much strongerk than the spring 36,v that the arm 38 of the clutch .release lever 21 lnormally holds the terminal 39 down in the position shown in Fig. 3 with v the brake released. When, however, the pedal 40 is pressed down to releasethe fric-y tion clutch the movement of the lever lifts the arrn. 38, permitting the brake to be applied by spriqxv1136, except vas hereinafter pointed out. en the pressure is removed from the pedal 40, the brake is releasedjby' reason of the return of the lever 21 to the posltion shown in Fig.' 1.'

I, have shown'a common form Aofband vto its duty.

performed, and have conventionally illus# trated the connections between the terminal 39 ofthe band brake and-the spring 36, etc., as one only -of many forms of yconnection of these parts.

guide for the movement of the terminal 39 and this guiding rod -42 terminates in an abutment 43 against which the spring engages at vone end. The terminal 39 is apertured to pass over the rod and receives the' thrust lof the other end of the spring which spring surrounds the rod and is thus held n Win be evident that the releasev of the .friction clutch will immediately permit the brakeeto indicate'tha't the form thereof was" unimportant, 4providing the functlon wasl In this form a rod42 sev. cured to any relatively fixed part acts as a.

band brake to be set, so far as described.l

On account of the preferred unusual strength of the brake, the rotating parts will4 engine side thereof. e It will be evident that this condition would always obtain when changing from a-higher to a lower gear. On the other hand, when changing from a lower to a higher gear, the reverse would be true, unless and untilthe driving members between the friction clutch and the overrunning clutch are slowed down to therequired extent. The brake provided' accomplishes thisr slowing operation quickly and surely. It is not objectionable when changing from higher to lower gear and ishighly advantageous when changing from lower to higher ear.

The s aft'44 is rotated by the clutchmember 13 and is in this form rigidlysecured to the brake wheel 37. It also carries one inein-` connected with the driving part or end ofl the gear changing mechanism) can continue to rotate in the direction indicated by the arrow point and tail in Fig. 1, notwithstanding that the shaft 44 has been broughtv to a stand still. This interposition of the overrunning clutch makes it possible for the en- A tire mechanism to the right of the clutch to. continue its movement inthe direction in" which it was being driven, without Adriving the shaft 44 nor the parts carried by it.

This permitsv coasting in the direction' in which the vehicle was being driven, while any movement of th'e vehicle in the opposite direction immediately'sets' the clutch shown in Fig.` 4.

. I support the shaft 44 at the end carrying the clutch member 45 without appreciable friction by a bearing between the outer Aand inner overrunning clutch parts. In the construction shown I place one part of a bearing, 48, upon-the end of the shaft 49 and -insert the other bearing part 50 within the lcasing 51 rigid with the outer overrunning clutch member 46. I use balls.52 between the parts of the bearing. I tli'us 'secure ball bearing support 0f overrunning'clutch members close to their clutching point, reducing the friction therebetween. I

If the outer clutch member 46' is rigidly' securedagainst .rotation with respect to the inner clutch member 45 or the shaft 44, the overrunningl'clutch is effectively cut out and the operation of this part of the mechanism, except for the weight of the overrunning clutch parts, 'is the same as if the clutch structure had not been included. Because some users might at times prefer to utilize my construction in this way in emergencies, or for special purposes, I have provided the shaft 44 with a section 53 of non-circular crossl section and have mounted a jaw cou- 'Y nected'- and*` prevent the terminal SST-from,

I have conventionally provided it with a groove 57 so that it may be shifted by a yoke 58 through any separate lever'59.

When the brake utilized in' connection with my overrunning clutch-is of my preferred.

quick acting type it is desirable to prevent the brake from operating when the teeth 55 a'nd56,4 are in engagement so Vthat the brake shall not unduly strain the automobile 01* other gearing nor stop the machinery too quickly. In order to automatically block the brake 34 against operation `when -the clutch teeth 55 and 56` are in engagement, I have conventionally Ishown a rod 60 connected vwith the lever 61 above its pivot point 62 and guided within bracket 63, so that this rod 60 will pass into the space above the tfrminal- 39-whenthe clutch jaws are conlifting to set the brake '34.

les

Obviously, the overrunning clutch utilized might .be placed within: one of the other" 13 and the gear changing mechanism, as ifA it were in the position shown in Fig. 1, since it provides an effective slip in one direction as compared with all of the gear changing mechanism and gri s for movement in the 'opposite direction t ereto.

In this form in Fig. 5 the clutch member 54 is shown also as within the gear casing and can be shifted therein by any suitable mechanism. The teeth 55' and 56 are similarly located with respect to each other as in Fig. 1. However, I have here splined the clutch member 54 upon the round shaft 31 so as not to interfere with the rotation of this shaft within the bearing at 66.

In this, as in the other'form, the end of the shaft 31 is recessed to form a support for aprojecting pin 67 from the shaft 32.

In the form shown in Figs. 6 and 7 the engine clutch members and gear changing vmembers are of identical form with. those shown in Fig. 1. One-'of the` gear changing.

levers has been illustrateda't 68. The differences intended to be shown in Figs. 6 and 7 are with respect to the type of brake, the manner by which it may be made yto engage in one direction and runs free in the opposite direction, the operation of the coupling,

here o f different form. automatically ornot, as desired, to cut out th'e overrunning clutch when the friction clutch pedal is fully released,the cutting out of the coupling andthe selectivecutting out of either an engine `clutch or an overrunnin'g clutch at willby the clutch pedal.

' The brake wheel `69 is engaged by a brake shoe `70 attached to the lever 21. so vthat 'release of-thefriction clutch 12- 13 will be 'accompanied normally by setting the brake shoe against .the brake wheel. Between the brake wheel and the shaft 44, I place an e overrunnmg clutch vin such position that the.

, shaft' 44 will rotate the brake "wheell when the shaft is driven by the engine but can rotate within the brake wheel inthe opposite direction. .The brake shoe will thus be ef? fective to stop the rotation of `the clutch member 13 and its attached parts in the direction ,of engine rotation but will `allow them to move in the opposite direction.'

In this form I place a Spring 7l between an extended arm of the clutch lever and any suitable stop .73, so as to perform the" same function as 'the spring 36 in tending to release the frictionclutch. I provide for-three possiblepositions of the clutch lever, as

shown in full and dotted lines in Fig.,6.

r1`he position shown in full lines'corresponds overrunning clutch is e'ective to allow ento the position of friction clutch engagement; that shown at the left corresponds with disengagement of the friction clutch and operation of the brake shoe -a,gainst the brake wheel; and that shown at the right provides for cutting out the overrunning clutch shown in Fig. 4. I also provide stops which can be used to prevent the lever from moving to the position shown at the right, preventing the coupling shown from 'engagement.

rlhe lever 21 releases the friction clutch member by means of yoke 20 and at the same time the arm 38 forces the brakeshoe down upon the brake wheel. With the parts in the position shown, if pressure upon the pedal 40 be removed, the spring 71 will force the lever 21 to the position at the right in Fig. 6. This operates a coupling by a device, rhere the cam 75 bearing against the face 76 upon any suitable friction coupling member 77 whose face 56V then engages with the friction disk 7 8.- This disk may either frictionally engage or be mounted upon 'the outer member of an overrunning clutch simif lar in all particulars to the overrunning clutch construction shown in Fig. 4, except that the relations of the parts are reversed. The outer member isl connected 4,with the friction clutch member 13 in the form of Fig. 6, while the inner member isv so connected in the form of Figs. l and 4:. When the lever 21 is pushed to the position shown in full lines or to the left of that position, the spring 79 separates thecoupling members to the position shown in Fig. 6.

It will thus be seen that the three positions ofmy clutch pedal result in the follow- 1 ing three combinations. In the dotted position of the pedal at the left, in Fig. 6, the engine clutch is released and the clutch brake is applied. In the position ofthe pedal.

shown in solid lines, the engine clutch is engaged to drive and the clutch brake is re leased. In each of these twopositions the gine driving but to prevent the other parts from driving either the engine or the friction clutch forward. in the dotted position of the pedal at the right the engine clutch engaged to drive and the clutch .brake is released, both as in the position in solid lines, but the overrunning clutch is locked to render its overrunning feature inoperative by a coupling.

Whenthe overrunning clutch is to beused at all times` (without any use of the coupling) this may be done by interposing any stop to theextreme movement of lever 21 to the right. 'lwo forms of stop are shown in Figs. 6 and 7. In one form a T-headed arm 80 from the lever 214 is blocked against full rocking movement by the end 81 of a Irod 82 supported close to its duty by. a bracket 83.

This rod canbethrownbya lever 84?.

The lever 21can also be controlled so as to move to the eXtreme right in'Fig. 6 for. certain predetermined speeds only and I have so shown it as blocked against such coupling engagement in the high and intermediate speeds.

The gear shifting lever is shown' in neutral position, permitting the low gear to be engaged.- Moved to the right this lever completes intermediate gear connections and to the left engages the high gear. Upon some part of the lever 68, as upon the yoke connected therewith, I secure a rod 85 which is suitably guided so that its end comes beneath the T head of the arm 80. Two projections, 86 and 87 upon the rod are adapted to engage the T head when they are brought separately directly under it by movement of the lever 68 and the yrod- 85V in one direction or the other, thus blocking the full rocking movement of the lever 21 in the same manner as it is blocked by the rod 82. In the neutral-position of the lever 68 and rod 85, the T head is free to rock, entering the space 88 between the two projections. Omission of either of theprojections would allow full rocking of the lever 21 for the corresponding gear position.

Obviously my invention could be embodied in many different constructions capable of securing my results in varying degrees and I desire to secure the benefit of all such changes within the scope of my claims.

It will be evident that the use of the uniy directional clutch brake and the overrunning clutch together, as shown, makes it possible (except for the other brakes which can be applied) for the car to coast in either direction when the engine clutch is released with the gears in mesh and with the vclutch brake set; but that either of these features Ican be used without theother, permitting coasting in only the one direction in that case The overrunning clutch allows all of the mechanism on the transmission side of the clutch to coast in the same direction as that in which it is normally driven with the same gearing, withoutcarryingwith it the driven engine clutch member, clutch brake wheel and adjoining shafting.

missible coasting in a direction opposite to that forwhich the'transmission earing is set is not ordinarily '-.objectionabe because the light clutch brakesl now used are not relied upon to lhold a. car against coastinyg'lplimproperly on an incline and the transmisstruction shown to revent im ro er coast.

ing in a-direction opposite to that for which the driving connections are set.

It will be evident that my overrunning clutch finds its greatest usefulness when iocated on the variable speed transmission side of the clutch brake but that this is not the only location between the engine clutch and this transmission mechanism in which it would be valuable.y

Where I use the term overrunning clutch in the specification and. claims I mean to include in it all one-way clutches i. e., which allow movement of one part of the shaft with respect to the other in one direction of rotation andA connect the parts ofthe shaft together in theopposite direction of rotation; without regard to the character ofi engaging medium between the parts i ,of the clutch and whether one part of the clutch is physically outside of the other or not.

Having thus described my invention, what -I claim as new and desire to secure by Letters Patent is l l. In a device of the character stated, an engine, a friction clutch connected therewith, gear changing mechanism connected with the driven member of the friction clutch and an overrunning clutch between the driven clutch member and the gear changing mechanism,

2. In a device of the character stated, an engine, a friction clutch connected therewith, clutch operating mechanism, coperating clutch brake members operative when the clutch is released, gear changing mechanism, connections between the friction clutch and the gear changing mechanism carrying one of the brake members and an overrunning clutch between the friction clutch and the gear changing mechanism permitting continued operation of the gear mechanism in the direction in which it is 'normally driven after the brake has been set.

, 3. In a device of the characterl stated, an engine, a friction clutch connected therewith, clutch operating mechanism, coperating brake members loperative when the clutch is released, braking against rotation inone direction only, gear changing mech! -anism,- connections between the friction clutch land the gear changing mechanism carrying one member of the brake and an over-runningv clutch between the friction clutch andthe gear changing mechanism, the overrunning clutch permitting continued operation of the gear changing mechanism in the direction in which it is normally driven after the brake has been set and the one way character of the, brake permitting :gemmes coasting of the car in the opposite dlrection when the brake is on'.

t. In a device of the character stated, interruptedv shafting. an engine ciutch member connected .with one end of the shafting, variable `speed transmission gearing connected with the other endof the shafting and an overrunning clutch hav-ing'one part connected with each of the interrupted parts of the -shafting v 5. In a device of the character stated, an engine, gear changing mechanism, shafting between and two clutches interposed in said shafting, both operative at the same time and of di'erent character.

6. In a'device of the character stated, an engine, a clutch connected therewith, speed changing mechanism and connections between the clutch and speed changing mechanism embodying an overrunning clutch.

7. In a device of the character stated, an engine, an engine clutch, variabley speed transmission mechanism, shafting connecting the clutch and mechanism and a oncway brake operating. to stop the rotation of said shafting.

8. In a device of the character stated, an engine, an engine clutch, variable speedy transmission mechanism, shafting connecting the clutchand the mechanism, a oneway brake operating upon the shafting, and common means for releasing the` clutch and applying the, brake.

9. In a device of the character stated, an engine, Ian engine clutch, variable speed transmission mechanism, shafting connecting'the clutch and the mechanism, a oneway brake operating upon the shafting, and an overrunning clutch interrupting the shafting between the clutch and mechanism.

1.0. In a device ofy the character stated, an engine, an Aengine clutch connected therewith, variable speed transmission mecha- ,nism, connections between the clutch :and mechanism, a one-way brake operatlng on the connections and a one-way clutch between the brake and transmission mecha.- nism operating to run freely in the opposite direction from that in which' the brake runs freely. v

11. In a device of the character stated, an engine, an engine clutch ,connected therewith, variable speed transmission mechanism, connections between the clutch and transmission mechanism and a brake upon said connections.

12. In a device of the character stated, an engine, an engine clutch connected therewith, variable speed transmission mechanism, connections between Lthe clutch and transmission mechanism and a brake upon Said connections automatically set with rrlease of the engine clutch.l

13. In a device of the character stated, an engine, an engine clutch, variable speed e variable transmission gearing 4with one part of the shafting anda connec- -tion from the transmission gearing intertransmission mechanism, shafting connecting the clutch and transmission mechanism, a brake for the shafting, an overrunning `clutch between the brake and transmission mechanism, a coupling for said overrunning clutch rendering it inoperative, means for releasing the engine clutch and at the same time setting the brake and means for throwing the coupling-adapted to render the brake inoperative when the coupling is thrown.

14. In a device of the character stated, an engine, an engine clutch connected therewith, a shaft connected with the clutch, an overrunning clutch connected with the said shaft, transmission gearing connected with the overrunning clutch, a coupling adapted to cut out the overrunning clutch and cooperating means for operating the engine clutch and the last clutch.

15. In a device ofthe character stated, an engine, an engine clutch connected therewith, a shaft connected with the clutch, a brake operating to brake said shaft, an overrunning clutch connected with said shaft, transmission gearing connected with the overrunning clutch, ,a coupling adapted to lock the overrunning clutch, operating mechanism for the engine clutch adapted to set the brake in operation and operating Iiiechanism for the coupling adapted to block the application of the brake.

16. ln a device of the character stated., an engine, an engine clutch connected therewith, interrupted shafting connected-with the clutch, a brake member connected with the shafting adjacent the friction clutch, an operating lever for -one friction clutch member, a brake member 'connected with said lever coperating with the first brake member, an overrunning clutch connected with the two parts of the shaft to rotate one by the other in one direction and allow movement between them inthe opposite direction,

coupling parts connected with the two parts of the shaft-and one of them movable, a

device engaging the'movable coupling part to connect the coupling parts and render the overrunning clutch 'inoperative so far as al-v lowing movement between the two parts of the shafting is.concerned, connections between the device and-operating lever, throwing the devicewith movement of the operating lever in clutch setting direction, connected locking with the operating lever, preventing movement thereof edective to engage the coupling parts to preventbraking on select-v ed gear ratios.

17. ln a device ofthe character stated, an- `engine, an engine clutch connected therewith,` interrupted shafting connected with the, clutch, a brake member connected 'with the shafting adjacent the 'engine clutch, an

operating lever for one engine clutch member, a brake member connected with said lever coperating with the first brake member, an overrunning clutch connected with theY two parts of the shafting to rotate one by the other in one A direction and allow movement between theml in the opposite direction, coupling parts connected with the two parts of the shafting and one of them movable7 a device engaging the movable couplingmember to connect it and render the overrunning clutch inoperative so far as allowing-movement between the two parts of the sha'fting is concerned, connections between the device'and operating lever throwing the device with movement of the operating lever in clutch setting direction, variable speed transmission mechanism connected with one part of the shaftingfaJ connection fromthe transmission mechanism interlocking with the operating lever, preventing movement thereof effective to engage the coupling parts and hand operated means interlocking with said lever for the same purpose.

18. ln a device of the character stated,

an engine, an 'engine clutch connected therewith, interrupted-shafting connected with the clutch, a brake member connected with Ithe shafting adjacent the clutch, an operating lever for one clutch member, a brake 4member connected with said lever `coperatto connect the coupling parts and render the overrunning clutch inoperative so far as `allowing movement between the two parts of the shafting is concerned, connections between the device and operating lever throwing the device with movement of the operating lever in clutch setting direction, varia- 4 ble speed transmission'mechanism connected with one part of the interrupted shafting, a hand lever and a connection from the hand of the coupling parts.

19. ln a device of the character stated, an engine, an engine clutch connectedjherewith, interrupted shafting connected` with the clutch, a brakemember connected with ythe shafting adjacent the clutch, an @perm .lever interlocking with the clutch operating Y lever inone position to prevent engagement ing levervfor onev clutch member, a brake member connected with said leverand co-,

operating with the first brake member,'an overrunning clutch connected with the two parts of theshafti-ng to rotate one fpart'by the other in one direction and allow movement between them in the opposite direi-2'- rae tion, coupling parts connected with the two parts of the shafting and one of them movlrender the overrunning clutch inoperative so far as allowing movement between the two parts of the shafting is concerned, connections between the device and operating lever throwing the device with movement of the operating lever in clutch setting direction, variable speed transmission mechanism connected withone of the parts of the interrupted shafting, a lever throwing part of said mechanism and having two positions, connections from the lever interlocking with the clutch operating lever lin one of these positions to automatically block movement such .thereof as would cause engagement of the coupling members.

20. In a device of the character stated, an

maooc engine, an engine clutch, a .three position clutch levertherefor, a shaft connected with the driven engine clutch member and interrupted, an overrunning clutch at the point of interruption having its parts connected with different shaft parts, means for securing the parts of the overrunning clutch to cause them to rotate together, said means being operated by the clutchlever in its third position, gear changing mechanism, an operating lever for the gear changing mechanism and means for preventing the clutch lever from movingto its third position put into operation by said operating lever in one of the positions of the gear changing mechanism.

, WILLIAM E'. HAUPT. Witnesses:

INM. STEELL JACKSON,

f ha' N I. KAUFFMAN Grenen. 

